Self-driving vehicles and weigh station operation

ABSTRACT

The technology involves operation of a self-driving truck or other cargo vehicle when it is being inspected at a weigh station. This may include determining whether a weigh station is open for inspection. Once at the weigh station, the vehicle may follow instructions of an inspection officer or autonomous inspection system. The vehicle may perform predefined actions or operations so that various vehicle systems and safety issues can be evaluated, such as the brakes, lights, tires, connections between the tractor and trailer, exposed fuel tanks, leaks, etc. A visual inspection may be performed to ensure the load is secured, vehicle and cargo documents meet certain criteria, and the carrier&#39;s safety record meets any requirements. In addition, the weigh station itself may be operated in a partly or fully autonomous mode when dealing with autonomous and manually driven vehicles.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/715,395, filed Dec. 16, 2019, the entire disclosure of which isincorporated by reference herein.

BACKGROUND

Autonomous vehicles, such as vehicles that do not require a humandriver, can be used to aid in the transport of trailered (e.g., towed)cargo, such as freight, livestock or other items from one location toanother. Such vehicles may operate in a fully autonomous mode or apartially autonomous mode where a person may provide some driving input.These types of vehicles may be subject to inspection at weigh stationswhere various aspects of the vehicle and its cargo are checked, alongwith driver documentation. Weigh stations are often located along stateand federal highways. However, without a human driver, it may be verydifficult to properly inspect a self-driving cargo truck.

BRIEF SUMMARY

Aspects of the technology relate to self-driving cargo trucks andsimilar vehicles (SDVs) and, in particular, how weigh stations canhandle such vehicles, especially when there is no driver present. Forinstance, in addition to weighing the vehicle, a safety inspection maybe performed which evaluates the brakes, lights, tires, connectionsbetween the tractor and trailer (e.g., electrical and pneumaticconnections, and whether the kingpin is properly locked), exposed fueltanks, leaks, etc. A visual inspection may be performed to ensure theload is secured, vehicle documents are up to date (e.g., bill oflading), the driver's documents (e.g., CDL, medical test info, hours ofservice) are satisfactory, and the carrier's safety record meets anyrequirements. While an SDV may not have a driver whose documents need tobe checked, there may be additional requirements to be satisfied beforethe vehicle is permitted back on the road. In addition, while existingweigh stations may be manually operated, in accordance with aspects ofthe technology the weigh station itself may be operated in a partly orfully autonomous mode, which can further complicate the vehicle checkprocess for an SDV.

According to one aspect, a method of operating a self-driving cargovehicle in a fully autonomous driving mode is provided. The methodcomprises receiving, by one or more processors of the vehicle, sensorinformation from a perception system of the vehicle; determining that aweigh station is open for inspection of the vehicle; causing, by the oneor more processors, a driving system of the vehicle to drive to theweigh station in the fully autonomous driving mode based at least inpart on the received sensor information; receiving, by the one or moreprocessors, a request at the weigh station to do at least one of (i)performing an operation to check a status of a vehicle component, (ii)performing an operation to check a status of cargo, (iii) providing logdata to check a status of the vehicle component, (iv) providing imageryto check a status of the cargo, or (v) providing documentation regardingat least one of the vehicle or the cargo; in response to the receivedrequest, the one or more processors either causing the vehicle toperform an action or provide requested information; the one or moreprocessors receiving authorization at the weigh station to depart theweigh station; and in response to the authorization, the one or moreprocessors causing the driving system of the vehicle to depart the weighstation in the fully autonomous driving mode.

In one example, receiving the request at the weigh station includesreceiving a command or instruction from an inspection officer at theweigh station. Here, the method may further include using one or moresensors of the perception system to identify the command or instruction;and comparing, by the one or more processors, the identified command orinstruction against a stored set of commands and instructions; whereincausing the vehicle to perform the action or provide the requestedinformation is done in response to the comparing.

In another example, the method further comprises authenticating therequest prior to causing the vehicle to perform the action or providethe requested information. In a further example, performing an operationto check the status of a vehicle component includes at least one offlashing lights of the vehicle, honking a horn of the vehicle, revvingan engine of the vehicle, performing a driving maneuver, or performing abraking operation. In yet another example, the documentation is physicaldocumentation. Here, providing the documentation includes opening astorage unit on the vehicle to enable access from an authorized entityat the weigh station. Alternatively, the documentation may be electronicdocumentation stored in memory of the vehicle. In this case, providingthe documentation includes transmitting the documentation to anauthorized weigh station device via a wireless or wired link.

In another example, determining that the weigh station is open forinspection of the vehicle includes at least one of: receiving anotification from a remote assistance service; sending a queryrequesting a status for one or more weigh stations along a planned routeof the vehicle; or receiving a communication from the weigh station thatthe weigh station is open.

Upon determining that the weigh station is open for inspection of thevehicle, the method may also include scheduling an inspection time atthe weigh station prior to arrival of the vehicle. Determining that theweigh station is open for inspection of the vehicle may includereceiving information indicating at least one of a type of inspection tobe conducted, a number of lanes available for inspection, or an expectedwait time for inspection.

According to another aspect, a method of operating a weigh station forinspecting vehicles is provided. The method comprises providing, by acontrol system of the weigh station, an inspection status of the weighstation; receiving a cargo vehicle at a first location of the weighstation, the cargo vehicle operating in an autonomous driving mode;causing issuance of a request to the cargo vehicle, the requestincluding a command or instruction to do at least one of (i) perform anoperation to check a status of a vehicle component, (ii) perform anoperation to check a status of cargo, (iii) provide log data to check astatus of the vehicle component, (iv) provide imagery to check a statusof the cargo, or (v) provide documentation regarding at least one of thevehicle or the cargo; receiving, by the control system, information fromthe cargo vehicle in response to the request; determining, by thecontrol system, that the cargo vehicle has passed inspection based onthe received information; and causing issuance of an instruction to thecargo vehicle to depart the weigh station upon determining that thecargo vehicle has passed inspection.

In one example, the method further comprises deploying a drone or otherdevice to inspect one or more components of the cargo vehicle or toinspect the cargo for load securement. Determining that the cargovehicle has passed inspection based on the received information mayinclude comparing the received information against one or more baselinerequirements. Causing issuance of the request may include instructing aninspection officer to provide the command or instruction to the cargovehicle. Alternatively or additionally, causing issuance of the requestmay include the control system transmitting the request to the cargovehicle.

In a further example, providing the inspection status of the weighstation includes broadcasting, by the control system, status informationindicating at least one of a type of inspection to be conducted, anumber of lanes available for inspection, or an expected wait time forinspection.

And in accordance with another aspect, a vehicle is provided that isconfigured to operate in a fully autonomous driving mode. The vehiclecomprises a driving system, a perception system, a positioning systemand a control system. The driving system includes a steering subsystem,an acceleration subsystem and a deceleration subsystem to controldriving of the vehicle in the autonomous driving mode. The perceptionsystem including one or more sensors configured to detect objects in anenvironment external to the vehicle. The positioning system isconfigured to determine a current position of the vehicle. And thecontrol system includes one or more processors. The control system isoperatively coupled to the driving system, the perception system and thepositioning system. The control system is configured to: receive sensorinformation from the perception system of the vehicle; determining thata weigh station is open for inspection of the vehicle; cause the drivingsystem to drive to the weigh station in the fully autonomous drivingmode based at least in part on the received sensor information; receivea request at the weigh station to do at least one of (i) perform anoperation to check a status of a vehicle component, (ii) perform anoperation to check a status of cargo, (iii) provide log data to check astatus of the vehicle component, (iv) provide imagery to check a statusof the cargo, or (v) provide documentation regarding at least one of thevehicle or the cargo; in response to the received request, either causethe vehicle to perform an action or provide requested information;receive authorization at the weigh station to depart the weigh station;and in response to the authorization, cause the driving system to departthe weigh station in the fully autonomous driving mode.

In one example, the request includes a command or instruction from aninspection officer at the weigh station. Here, the control system isfurther configured to: use one or more sensors of the perception systemto identify the command or instruction; and compare the identifiedcommand or instruction against a stored set of commands andinstructions. Causing the vehicle to perform the action or provide therequested information here is done in response to the comparison of thecommand or instruction against the stored set of commands andinstructions.

In another example, the control system is further configured toauthenticate the request prior to causing the vehicle to perform theaction or provide the requested information. And in a further example, adetermination that the weigh station is open for inspection of thevehicle includes reception of information indicating at least one of atype of inspection to be conducted, a number of lanes available forinspection, or an expected wait time for inspection.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-B illustrates an example cargo vehicle arrangement for use withaspects of the technology.

FIG. 1C illustrates an example passenger vehicle arrangement for usewith aspects of the technology.

FIGS. 2A-B are functional diagrams of an example tractor-trailer vehiclein accordance with aspects of the disclosure.

FIG. 3 is a function diagram of an example passenger vehicle inaccordance with aspects of the disclosure.

FIGS. 4A-B illustrate example sensor fields of view for use with aspectsof the technology.

FIG. 5 illustrates an example scenario in accordance with aspects of thedisclosure.

FIGS. 6A-B illustrate example weigh station scenarios in accordance withaspects of the disclosure.

FIGS. 7A-B illustrate example inspection scenarios in accordance withaspects of the disclosure.

FIGS. 8A-B illustrate an example arrangement in accordance with aspectsof the technology.

FIG. 9 illustrates an example method of operating a vehicle inaccordance with aspects of the technology.

FIG. 10 illustrates an example method of operating a weigh stationfacility in accordance with aspects of the technology.

DETAILED DESCRIPTION

The technology relates to operation of an SDV when it will be inspectedat a weigh station. This can include determining whether an upcomingweigh station is open for inspection and whether the vehicle will takean action prior to arriving at the weigh station. Once at the weighstation, the vehicle may follow instructions of an inspection officer.The vehicle may also perform one or more predefined actions oroperations, for instance when the weigh station facility is operating inan autonomous mode without an inspection officer present. While many ofthe examples presented below involve commercial cargo vehicles, aspectsof the technology may be employed with other types of vehicles.

Example Vehicle Systems

FIGS. 1A-B illustrates an example cargo vehicle 100, such as atractor-trailer truck, and FIG. 1B illustrates an example passengervehicle 150, such as a minivan. The cargo vehicle 100 may include, e.g.,a single, double or triple trailer, or may be another medium or heavyduty truck such as in commercial weight classes 4 through 8. As shown,the truck includes a tractor unit 102 and a single cargo unit or trailer104. The trailer 104 may be fully enclosed, open such as a flat bed, orpartially open depending on the freight or other type of cargo (e.g.,livestock) to be transported. The tractor unit 102 includes the engineand steering systems (not shown) and a cab 106 for a driver and anypassengers. In a fully autonomous arrangement, the cab 106 may not beequipped with seats or manual driving components, since no person may benecessary.

The trailer 104 includes a hitching point 108, known as a kingpin. Thekingpin is configured to pivotally attach to the tractor unit. Inparticular, the kingpin attaches to a trailer coupling, known as afifth-wheel 109, that is mounted rearward of the cab. Sensor units maybe deployed along the tractor unit 102 and/or the trailer 104. Thesensor units are used to detect information about the surroundingsaround the cargo vehicle 100. For instance, as shown the tractor unit102 may include a roof-mounted sensor assembly 110 and one or more sidesensor assemblies 112, and the trailer 104 may employ one or more sensorassemblies 114, for example mounted on the left and/or right sides ofthe trailer 104. In some examples, the tractor unit 102 and trailer 104also may include other various sensors for obtaining information aboutthe tractor unit 102's and/or trailer 104's interior spaces, includingthe cargo hold of the trailer.

Similarly, the passenger vehicle 150 may include various sensors forobtaining information about the vehicle's external environment. Forinstance, a roof-top housing 152 may include a lidar sensor as well asvarious cameras and/or radar units. Housing 154, located at the frontend of vehicle 150, and housings 156 a, 156 b on the driver's andpassenger's sides of the vehicle may each incorporate a lidar sensorand/or other sensors such as cameras and radar. For example, housing 156a may be located in front of the driver's side door along a quarterpanelof the vehicle. As shown, the passenger vehicle 150 also includeshousings 158 a, 158 b for radar units, lidar and/or cameras also locatedtowards the rear roof portion of the vehicle. Additional lidar, radarunits and/or cameras (not shown) may be located at other places alongthe vehicle 100. For instance, arrow 160 indicates that a sensor unitmay be positioned along the read of the vehicle 150, such as on oradjacent to the bumper. In some examples, the passenger vehicle 150 alsomay include various sensors for obtaining information about the vehicle150's interior spaces.

While certain aspects of the disclosure may be particularly useful inconnection with specific types of vehicles, the vehicle may be any typeof vehicle including, but not limited to, cars, trucks, motorcycles,buses, recreational vehicles, etc.

FIG. 2A illustrates a block diagram 200 with various components andsystems of a cargo vehicle (e.g., as shown in FIGS. 1A-B), such as atruck, farm equipment or construction equipment, configured to operatein a fully or semi-autonomous mode of operation. By way of example,there are different degrees of autonomy that may occur for a vehicleoperating in a partially or fully autonomous driving mode. The U.S.National Highway Traffic Safety Administration and the Society ofAutomotive Engineers have identified different levels to indicate howmuch, or how little, the vehicle controls the driving. For instance,Level 0 has no automation and the driver makes all driving-relateddecisions. The lowest semi-autonomous mode, Level 1, includes some driveassistance such as cruise control. Level 2 has partial automation ofcertain driving operations, while Level 3 involves conditionalautomation that can enable a person in the driver's seat to take controlas warranted. In contrast, Level 4 is a high automation level where thevehicle is able to drive without assistance in select conditions. AndLevel 5 is a fully autonomous mode in which the vehicle is able to drivewithout assistance in all situations. The architectures, components,systems and methods described herein can function in any of the semi orfully-autonomous modes, e.g., Levels 1-5, which are referred to hereinas “autonomous” driving modes. Thus, reference to an autonomous drivingmode includes both partial and full autonomy.

As shown in the block diagram of FIG. 2A, the vehicle includes a controlsystem of one or more computing devices, such as computing devices 202containing one or more processors 204, memory 206 and other componentstypically present in general purpose computing devices. The controlsystem may constitute an electronic control unit (ECU) of a tractor unitor other computing system of the vehicle. The memory 206 storesinformation accessible by the one or more processors 204, includinginstructions 208 and data 210 that may be executed or otherwise used bythe processor 204. The memory 206 may be of any type capable of storinginformation accessible by the processor, including a computingdevice-readable medium. The memory is a non-transitory medium such as ahard-drive, memory card, optical disk, solid-state, tape memory, or thelike. Systems may include different combinations of the foregoing,whereby different portions of the instructions and data are stored ondifferent types of media.

The instructions 208 may be any set of instructions to be executeddirectly (such as machine code) or indirectly (such as scripts) by theprocessor. For example, the instructions may be stored as computingdevice code on the computing device-readable medium. In that regard, theterms “instructions” and “programs” may be used interchangeably herein.The instructions may be stored in object code format for directprocessing by the processor, or in any other computing device languageincluding scripts or collections of independent source code modules thatare interpreted on demand or compiled in advance. The data 210 may beretrieved, stored or modified by one or more processors 204 inaccordance with the instructions 208. In one example, some or all of thememory 206 may be an event data recorder or other secure data storagesystem configured to store vehicle diagnostics and/or detected sensordata, which may be on board the vehicle or remote, depending on theimplementation. As illustrated in FIG. 2A, the data may includedocumentation, logs or other information about the cargo (e.g., cargotype, total weight, perishability, etc.) and/or the vehicle (e.g.,unloaded weight, trip and/or total mileage, planned route, componentstatus, etc.).

The one or more processor 204 may be any conventional processors, suchas commercially available CPUs. Alternatively, the one or moreprocessors may be a dedicated device such as an ASIC or otherhardware-based processor. Although FIG. 2A functionally illustrates theprocessor(s), memory, and other elements of computing devices 202 asbeing within the same block, such devices may actually include multipleprocessors, computing devices, or memories that may or may not be storedwithin the same physical housing. Similarly, the memory 206 may be ahard drive or other storage media located in a housing different fromthat of the processor(s) 204. Accordingly, references to a processor orcomputing device will be understood to include references to acollection of processors or computing devices or memories that may ormay not operate in parallel.

In one example, the computing devices 202 may form an autonomous drivingcomputing system incorporated into vehicle 100. The autonomous drivingcomputing system may capable of communicating with various components ofthe vehicle. For example, returning to FIG. 2A, the computing devices202 may be in communication with various systems of the vehicle,including a driving system including a deceleration system 212 (forcontrolling braking of the vehicle), acceleration system 214 (forcontrolling acceleration of the vehicle), steering system 216 (forcontrolling the orientation of the wheels and direction of the vehicle),signaling system 218 (for controlling turn signals), navigation system220 (for navigating the vehicle to a location or around objects) and apositioning system 222 (for determining the position of the vehicle).

The computing devices 202 are also operatively coupled to a perceptionsystem 224 (for detecting objects in the vehicle's environment), a powersystem 226 (for example, a battery and/or gas or diesel powered engine)and a transmission system 230 in order to control the movement, speed,etc., of the vehicle in accordance with the instructions 208 of memory206 in an autonomous driving mode which does not require or needcontinuous or periodic input from a passenger of the vehicle. Some orall of the wheels/tires 228 are coupled to the transmission system 230,and the computing devices 202 may be able to receive information abouttire pressure, balance and other factors that may impact driving in anautonomous mode.

The computing devices 202 may control the direction and speed of thevehicle by controlling various components. By way of example, computingdevices 202 may navigate the vehicle to a destination locationcompletely autonomously using data from the map information andnavigation system 220. Computing devices 202 may use the positioningsystem 222 to determine the vehicle's location and the perception system224 to detect and respond to objects when needed to reach the locationsafely. In order to do so, computing devices 202 may cause the vehicleto accelerate (e.g., by increasing fuel or other energy provided to theengine by acceleration system 214), decelerate (e.g., by decreasing thefuel supplied to the engine, changing gears, and/or by applying brakesby deceleration system 212), change direction (e.g., by turning thefront or other wheels of vehicle 100 by steering system 216), and signalsuch changes (e.g., by lighting turn signals of signaling system 218).Thus, the acceleration system 214 and deceleration system 212 may be apart of a drivetrain or other transmission system 230 that includesvarious components between an engine of the vehicle and the wheels ofthe vehicle. Again, by controlling these systems, computing devices 202may also control the transmission system 230 of the vehicle in order tomaneuver the vehicle autonomously.

As an example, computing devices 202 may interact with decelerationsystem 212 and acceleration system 214 in order to control the speed ofthe vehicle. Similarly, steering system 216 may be used by computingdevices 202 in order to control the direction of vehicle. For example,if the vehicle is configured for use on a road, such as atractor-trailer truck or a construction vehicle, the steering system 216may include components to control the angle of wheels of the tractorunit 102 to turn the vehicle. Signaling system 218 may be used bycomputing devices 202 in order to signal the vehicle's intent to otherdrivers or vehicles, for example, by lighting turn signals or brakelights when needed.

Navigation system 220 may be used by computing devices 202 in order todetermine and follow a route to a location. In this regard, thenavigation system 220 and/or memory 206 may store map information, e.g.,highly detailed maps that computing devices 202 can use to navigate orcontrol the vehicle. As an example, these maps may identify the shapeand elevation of roadways, lane markers, intersections, crosswalks,speed limits, traffic signal lights, buildings, signs, real time trafficinformation, vegetation, or other such objects and information. The lanemarkers may include features such as solid or broken double or singlelane lines, solid or broken lane lines, reflectors, etc. A given lanemay be associated with left and right lane lines or other lane markersthat define the boundary of the lane. Thus, most lanes may be bounded bya left edge of one lane line and a right edge of another lane line.

The perception system 224 also includes sensors for detecting objectsexternal to the vehicle. The detected objects may be other vehicles,obstacles in the roadway, traffic signals, signs, trees, etc. Forexample, the perception system 224 may include one or more lidarsensors, sonar devices, radar units, cameras (e.g., optical and/orinfrared), acoustic sensors, inertial sensors (e.g., gyroscopes oraccelerometers), and/or any other detection devices that record datawhich may be processed by computing devices 202. The sensors of theperception system 224 may detect objects and their characteristics suchas location, orientation, size, shape, type (for instance, vehicle,pedestrian, bicyclist, etc.), heading, and speed of movement, etc. Theraw data from the sensors and/or the aforementioned characteristics cansent for further processing to the computing devices 202 periodicallyand continuously as it is generated by the perception system 224.Computing devices 202 may use the positioning system 222 to determinethe vehicle's location and perception system 224 to detect and respondto objects when needed to reach the location safely. In addition, thecomputing devices 202 may perform calibration of individual sensors, allsensors in a particular sensor assembly, or between sensors in differentsensor assemblies.

As indicated in FIG. 2A, the sensors of the perception system 224 may beincorporated into one or more sensor assemblies 232. In one example, thesensor assemblies 232 may be arranged as sensor towers integrated intothe side-view mirrors on the truck, farm equipment, constructionequipment or the like. Sensor assemblies 232 may also be positioned atdifferent locations on the tractor unit 102 or on the trailer 104 (seeFIGS. 1A-B), or along different portions of passenger vehicle 150 (seeFIG. 1C). The computing devices 202 may communicate with the sensorassemblies located on both the tractor unit 102 and the trailer 104 ordistributed along the passenger vehicle 150. Each assembly may have oneor more types of sensors such as those described above.

Also shown in FIG. 2A is a communication system 234 and a couplingsystem 236 for connectivity between the tractor unit and the trailer.The coupling system 236 includes a fifth-wheel at the tractor unit and akingpin at the trailer. The communication system 234 may include one ormore wireless network connections to facilitate communication with othercomputing devices, such as passenger computing devices within thevehicle, and computing devices external to the vehicle, such as inanother nearby vehicle on the roadway or at a remote network. Thenetwork connections may include short range communication protocols suchas Bluetooth™, Bluetooth low energy (LE), cellular connections, as wellas various configurations and protocols including the Internet, WorldWide Web, intranets, virtual private networks, wide area networks, localnetworks, private networks using communication protocols proprietary toone or more companies, Ethernet, WiFi and HTTP, and various combinationsof the foregoing.

FIG. 2B illustrates a block diagram 240 of an example trailer. As shown,the system includes an ECU 242 of one or more computing devices, such ascomputing devices containing one or more processors 244, memory 246 andother components typically present in general purpose computing devices.The memory 246 stores information accessible by the one or moreprocessors 244, including instructions 248 and data 250 that may beexecuted or otherwise used by the processor(s) 244. The descriptions ofthe processors, memory, instructions and data from FIG. 2A apply tothese elements of FIG. 2B. As illustrated in FIG. 2B, the data 250 mayinclude documentation, logs or other information about the cargo (e.g.,cargo type, total weight, perishability, etc.) and/or the trailer (e.g.,unloaded weight, dimensions, trip and/or total mileage, componentstatus, etc.).

The ECU 242 is configured to receive information and control signalsfrom the trailer unit. The on-board processors 244 of the ECU 242 maycommunicate with various systems of the trailer, including adeceleration system 252 (for controlling braking of the trailer),signaling system 254 (for controlling turn signals), and a positioningsystem 256 (for determining the position of the trailer). The ECU 242may also be operatively coupled to a perception system 258 (fordetecting objects in the trailer's environment) and a power system 260(for example, a battery power supply) to provide power to localcomponents. Some or all of the wheels/tires 262 of the trailer may becoupled to the deceleration system 252, and the processors 244 may beable to receive information about tire pressure, balance, wheel speedand other factors that may impact driving in an autonomous mode, and torelay that information to the processing system of the tractor unit. Thedeceleration system 252, signaling system 254, positioning system 256,perception system 258, power system 260 and wheels/tires 262 may operatein a manner such as described above with regard to FIG. 2A. Forinstance, the perception system 258, if employed as part of the trailer,may include at least one sensor assembly 264 having one or more lidarsensors, sonar devices, radar units, cameras, inertial sensors, and/orany other detection devices that record data which may be processed bythe ECU 242 or by the processors 204 of the tractor unit.

The trailer may also include a set of landing gear 266, as well as acoupling system 268. The landing gear 266 provide a support structurefor the trailer when decoupled from the tractor unit. The couplingsystem 268, which may be a part of coupling system 236 of the tractorunit, provides connectivity between the trailer and the tractor unit.The coupling system 268 may include a connection section 270 to providebackward compatibility with legacy trailer units that may or may not becapable of operating in an autonomous mode. The coupling system includesa kingpin 272 configured for enhanced connectivity with the fifth-wheelof an autonomous-capable tractor unit.

FIG. 3 illustrates a block diagram 300 of various systems of a passengervehicle. As shown, the system includes one or more computing devices302, such as computing devices containing one or more processors 304,memory 306 and other components typically present in general purposecomputing devices. The memory 306 stores information accessible by theone or more processors 304, including instructions 308 and data 310 thatmay be executed or otherwise used by the processor(s) 304. Thedescriptions of the processors, memory, instructions and data from FIG.2A apply to these elements of FIG. 3.

As with the computing devices 202 of FIG. 2A, the computing devices 302of FIG. 3 may control computing devices of an autonomous drivingcomputing system or incorporated into a passenger vehicle. Theautonomous driving computing system may be capable of communicating withvarious components of the vehicle in order to control the movement ofthe passenger vehicle according to primary vehicle control code ofmemory 306. For example, computing devices 302 may be in communicationwith various, such as deceleration system 312, acceleration system 314,steering system 316, signaling system 318, navigation system 320,positioning system 322, perception system 324, power system 326 (e.g.,the vehicle's engine or motor), transmission system 330 in order tocontrol the movement, speed, etc. of the in accordance with theinstructions 208 of memory 306. The wheels/tires 328 may be controlleddirectly by the computing devices 302 or indirectly via these othersystems. These components and subsystems may operate as described abovewith regard to FIG. 2A. For instance, the perception system 324 alsoincludes one or more sensors 332 for detecting objects external to thevehicle. The sensors 332 may be incorporated into one or more sensorassemblies as discussed above.

Computing devices 202 may include all of the components normally used inconnection with a computing device such as the processor and memorydescribed above as well as a user interface subsystem 334. The userinterface subsystem 334 may include one or more user inputs 336 (e.g., amouse, keyboard, touch screen and/or microphone) and various electronicdisplays 338 (e.g., a monitor having a screen or any other electricaldevice that is operable to display information). In this regard, aninternal electronic display may be located within a cabin of thepassenger vehicle (not shown) and may be used by computing devices 302to provide information to passengers within the vehicle. Output devices,such as speaker(s) 340 may also be located within the passenger vehicle.

The passenger vehicle also includes a communication system 342, whichmay be similar to the communication system 234 of FIG. 2A. For instance,the communication system 342 may also include one or more wirelessnetwork connections to facilitate communication with other computingdevices, such as passenger computing devices within the vehicle, andcomputing devices external to the vehicle, such as in another nearbyvehicle on the roadway, or a remote server system. The networkconnections may include short range communication protocols such asBluetooth™, Bluetooth low energy (LE), cellular connections, as well asvarious configurations and protocols including the Internet, World WideWeb, intranets, virtual private networks, wide area networks, localnetworks, private networks using communication protocols proprietary toone or more companies, Ethernet, WiFi and HTTP, and various combinationsof the foregoing.

Example Implementations

In view of the structures and configurations described above andillustrated in the figures, various implementations will now bedescribed.

In order to detect the environment and conditions around the vehicle,both while driving in an autonomous mode and when at a weigh station,different types of sensors and layouts may be employed. Examples ofthese were discussed above with regard to FIGS. 1-3. The field of viewfor each sensor can depend on the sensor placement on a particularvehicle. In one scenario, the information from one or more differentkinds of sensors may be employed so that the tractor-trailer orpassenger vehicle may operate in an autonomous mode. Each sensor mayhave a different range, resolution and/or field of view (FOV).

For instance, the sensors may include a long range FOV lidar and a shortrange FOV lidar. In one example, the long range lidar may have a rangeexceeding 50-250 meters, while the short range lidar has a range nogreater than 1-50 meters. Alternatively, the short range lidar maygenerally cover up to 10-15 meters from the vehicle while the long rangelidar may cover a range exceeding 100 meters. In another example, thelong range is between 10-200 meters, while the short range has a rangeof 0-20 meters. In a further example, the long range exceeds 80 meterswhile the short range is below 50 meters. Intermediate ranges ofbetween, e.g., 10-100 meters can be covered by one or both of the longrange and short range lidars, or by a medium range lidar that may alsobe included in the sensor system. In addition to or in place of theselidars, a set of cameras (e.g., optical and/or infrared) may bearranged, for instance to provide forward, side and rear-facing imageryin and around the vehicle, including in the immediate vicinity of thevehicle (e.g., within less than 2-3 meters around the vehicle).Similarly, a set of radar sensors may also be arranged to provideforward, side and rear-facing data.

FIGS. 4A-B illustrate example sensor configurations and fields of viewon a cargo vehicle. In particular, FIG. 4A presents one configuration400 of lidar, camera and radar sensors. In this figure, one or morelidar units may be located in sensor housing 402. In particular, sensorhousings 402 may be located on either side of the tractor unit cab, forinstance integrated into a side view mirror assembly. In one scenario,long range lidars may be located along a top or upper area of the sensorhousings 402. For instance, this portion of the housing 402 may belocated closest to the top of the truck cab or roof of the vehicle. Thisplacement allows the long range lidar to see over the hood of thevehicle. And short range lidars may be located along a bottom area ofthe sensor housings 402, closer to the ground, and opposite the longrange lidars in the housings. This allows the short range lidars tocover areas immediately adjacent to the cab (e.g., up to 1-4 meters fromthe vehicle). This would allow the perception system to determinewhether an object such as another vehicle, pedestrian, bicyclist, etc.,is next to the front of the vehicle and take that information intoaccount when determining how to drive or turn in view of an aberrantcondition.

As illustrated in FIG. 4A, the long range lidars on the left and rightsides of the tractor unit have fields of view 404. These encompasssignificant areas along the sides and front of the vehicle. As shown,there is an overlap region 406 of their fields of view in front of thevehicle. A space is shown between regions 404 and 406 for clarity;however in actuality there would desirably be overlapping coverage. Theshort range lidars on the left and right sides have smaller fields ofview 408. The overlap region 406 provides the perception system withadditional or information about a very important region that is directlyin front of the tractor unit. This redundancy also has a safety aspect.Should one of the long range lidar sensors suffer degradation inperformance, the redundancy would still allow for operation in anautonomous mode.

FIG. 4B illustrates coverage 410 for either (or both) of radar andcamera sensors on both sides of a tractor-trailer. Here, there may bemultiple radar and/or camera sensors in each of the sensor housings 412.As shown, there may be sensors with side and rear fields of view 414 andsensors with forward facing fields of view 416. The sensors may bearranged so that the side and rear fields of view 414 overlap, and theside fields of view may overlap with the forward facing fields of view416. As with the long range lidars discussed above, the forward facingfields of view 416 also have an overlap region 418. This overlap regionprovides similar redundancy to the overlap region 406, and has the samebenefits should one sensor suffer degradation in performance.

While not illustrated in FIGS. 4A-4B, other sensors may be positioned indifferent locations to obtain information regarding other areas aroundthe vehicle, such as along the rear or underneath the vehicle.

Example Scenarios

For situations in which the self-driving vehicle is fully autonomouswithout a driver being present, it is important that the system not onlydetermine whether the vehicle needs to pull into a weigh station forinspection, but what is required of the vehicle during inspection.

The vehicle may know about the location of a weigh station based ondetailed maps stored onboard or offboard (e.g., received from thevehicle's support service, another remote assistance service or thirdparty). Alternatively, the vehicle may receive a notification via an appor other service (such as the remote assistance service), from anothervehicle along the roadway, or via a broadcast from the weigh stationitself. In one scenario, even before the vehicle departs, it could senda query to the weigh stations on the planned route or a central serviceor database that manages weigh station information. In response, thevehicle can be informed about the status of each weigh station anddetermine whether it needs to stop for inspection or not. Depending onwhether the vehicle needs to stop at a particular weigh station, thevehicle's control system (e.g., an onboard planner module) can makeadjustments to one or more of the route, speed, travel lanes and/orother aspects of the planned trip. Thus, instead of waiting until thevehicle is near a weigh station, it can plan ahead before the trip evenbegins.

The vehicle may also determine the location of a weigh station based oninformation detected by its perception system. For example, the vehiclemay detect the presence and/or status of a weigh station by detectingone or more signs indicating that a weigh station is present, or it'sstatus (e.g. open/closed). The detection can be performed alternativelyor in addition to using maps, apps or other a priori information aboutthe presence of a weigh station along the route. In the example 500 ofFIG. 5, the vehicle is notified that the weigh station is open and itshould pull in for inspection. As shown, the notification may be done bydetecting signage 502 that has a visual indicator (e.g., text, bar code,QR code, symbols, etc.) that the station is open. Alternatively oradditionally, a signal transmitted via WiFi or other wirelesscommunication link 504 may indicate the weigh station status. Forinstance, the signal may inform approaching trucks the type(s) ofinspection to be conducted at the weigh station. It may also indicatethe number of lanes available for inspection, whether other trucks arealready queued up and how long the expected wait will be. The dottedarrow 506 shows that the truck will enter the weigh station.

In one scenario, the truck or other vehicle may schedule a time forinspection based on its planned route, traffic and weather conditions,the current schedule at the facility, etc. This may be arranged directlybetween the vehicle and the weigh station, or via a remote assistanceservice or other central management system. In this case, the controlsystem of the vehicle, such as a planner module, may modify certainaspects of the trip to avoid delays at the weigh station, such as bychanging speed and/or legs of the route.

FIG. 6A illustrates a first example 600 of the vehicle arriving at aweigh station. Upon arrival at the weigh station, the vehicle may followa particular inspection process. For instance, using the onboarddetailed maps and/or real-time perception information from its sensors,the vehicle may select or otherwise proceed along a particular lane atthe weigh station. As noted above, the vehicle inspection may includeevaluating both the vehicle itself and the cargo.

In this example, the vehicle may proceed along a path 602 to entervarious inspection points. This may include stopping in area 604 tocheck the brakes and/or weigh the vehicle. The vehicle may then proceedthrough area 606, where visual and other inspections are performed. Byway of example, an inspection officer may go under or around the cab andtrailer to inspect various components for safety. This can includeevaluating whether there is sufficient tread on the tires, whether thetires are underpressurized or flat, and whether there is any damage tothe tires or rims (e.g., cracks). Visual inspection may also revealwhether any fluid is leaking (e.g., oil, fuel, antifreeze). It can alsoshow whether any external fuel tanks are properly secured, whether thekingpin is properly locked, and whether there is any damage to springsor shocks. Driving and other active operations may be required toevaluate the brakes, lights, signals and/or other components.

The vehicle may use its perception system (e.g., lidar, cameras, radarand/or acoustical sensors) to interpret the inspection officer'scommands. For instance, via object recognition (e.g., using machinelearning), a standardized set of hand signals, movements, body languageand/or verbal commands can be detected and identified by the system. Theofficer may also hold up specific signs or use information transmittedfrom a portable computer device (e.g., tablet PC or wearable computer).In one scenario, information associated with the set (e.g., images,audio files, classified objects) may be stored in memory of the vehicleand compared against the information received from the perceptionsystem. Should the signal, sign, command or other information beconfusing or inconsistent with the abilities of the autonomous vehicle,the vehicle may request clarification from the officer or from a remoteassistance service. For instance, the vehicle may emit visual or audibleinformation requesting the officer repeat or clarify a command. Or thevehicle may transmit information to the remote assistance serviceregarding the received command and request that the service interpretthe command and/or how the vehicle should respond.

In this example where an inspection officer is standing or walking nearthe vehicle, autonomous vehicle can clearly communicate to the officer(e.g., via an external visual display and/or an audible announcement)that it is stopped and will not move until it receives instruction to doso. Unlike a cargo truck operated in a manual mode by a driver, it maynot be possible for the autonomous vehicle to shut down all of itssystems as the officer is inspecting it. This is because in manyinstances the sensor suite and other systems may need to be operationalduring the inspection. So there can also be alternative ways to enablethe officer to do the same inspection.

FIG. 6B illustrates another example 650, in which some or all of theinspection is performed either under the supervision of a humaninspection officer or autonomously. Here, the vehicle may follow apreplanned or dynamic route 652 at the weigh station under the directionof an inspection officer or a computer system of the control center 654.In one example, the officer may remotely manage the inspection from thecontrol center 654. Similar to FIG. 6A, the vehicle may stop in area 656to check the brakes and/or weigh the vehicle. The vehicle may first orsubsequently proceed through area 658, where visual and otherinspections are performed. Cameras, lidar, thermal imagers and/or othersensors 660 may be positioned at various locations around the weighstation facility. Some or all of the inspection information may berelayed to the control center 654 and/or the vehicle via wirelesstransmitters or transceivers 662. In this example, the control center654 has a transceiver 664 to provide instructions to the vehicle and/orto the various inspection elements, including, e.g., a drone or otherrobot 666.

For instance, as illustrated in the example 700 of FIG. 7A, drone 666 oranother device may inspect different parts of the vehicle, including thetires, cargo straps or other fasteners, interior of the trailer, etc.,with optical or infrared cameras, lidar and/or other sensors. Forinstance, the weigh station may employ a fixed or portable thermalimaging system that can check tires and brakes and flag any issues forofficers. For lights inspection, the officer or control system couldrequire the vehicle to flash selected lights to demonstrate that theyare working properly. In one aspect, an inspection procedure may bepre-programmed into the onboard computer, for instance stored in data210 of memory 206. By way of example, when the inspecting officerinitiates the inspection procedure, the vehicle would go through apre-configured sequence of moves, e.g., flashing lights, wipers, drivingin a certain loop or other pattern, etc. In some instances, a remoteassistance truck support team can coordinate with the vehicle's onboardsystem for flashing lights on the truck and performing other requestedoperations.

As shown in the example 750 of FIG. 7B, the weigh station may useportable or fixed sensors 752 to detect the lights. In other examples,the vehicle may be required to perform particular operations whilestationary or moving, including revving the engine, performing drivingmaneuvers (e.g., FIG. 8, backing up, etc.), actuating the brakes and thelike.

Alternatively or additionally, the vehicle may provide log data to theweigh station that corresponds to the particular actions or tests. Thelog data may be acquired or stored by an electronic logging device(ELD), or by other onboard systems such as the vehicle's perception,braking, steering, signaling, positioning and/or navigation systems. Forinstance, braking operations over the past 1 hour, 1 day, 1 week, etc.,may be shared to show that the vehicle's brakes have been working inaccordance with any requirements (e.g., decelerating X mph in Ydistance). Tire pressure information from the onboard TPMS module(s) canalso be shared. The weigh station facility may compare the testedmaneuvers/operations with the log data to validate the logs and toensure that the vehicle's systems are in proper working order. The logscould also be shared to show the officer that the onboard systems areworking as intended (e.g., show the results of actual braking vs whatwas commanded by the onboard self-driving system).

In addition to evaluating the truck's components, the officer orautonomous system at the weigh station may inspect the cargo and checkfor load securement. Here, for instance, prior to dispatch of the truckor other vehicle, images could be taken of the inside of the trailer toshow the cargo and its placement. These images can be shared with theofficer. Alternately or additionally, a wireless camera mounted on theinside of the trailer can provide a live feed to the officer, forinstance to compare against the pre-trip imagery. Furthermore, thevehicle may be requested to perform certain driving maneuvers at theweigh station to ensure that the cargo is secure. Image analysis may beperformed in real time at the weigh station to confirm that the cargo issecure.

Besides the logs and imagery, other information may also be shared withthe human office or an automated system at the weigh station. By way ofexample, vehicle documentation including bills of lading could besecured in a box attached to the outside of the cab and can be accessedvia an electronic code. The officer at the weigh station can obtain thecode by contacting a truck support team for the vehicle, such as itsremote assistance service, or some other authentication process mayoccur that authorizes the particular office. Here, the vehicle mayreceive approval from its remote support team and automatically unlockthe secure box.

In another scenario, physical documents could be avoided and electronicdocumentation (and logs) can be provided to the office or the automatedsystem at the weigh station. For instance, the officer may use acontactless near field communication (NFC) technology on his/herportable device (e.g., tablet PC or wearable computer) to engage withthe vehicle and obtain the necessary information. Bluetooth™, WiFi oranother wireless link could be used as well. Alternatively, a hardwiredconnection may be made between the officer's device and the vehicle todownload the necessary information. Here, the device may be plugged intoan external port, e.g., via a USB-C or other cabled connection. Any ofthese approaches may be used with two-factor authentication andencryption to make the shared information as secure as possible.

In some instances, the vehicle may not satisfy all of the checks at theweigh station. For instance, tire tread depth or tire pressurization maynot meet a threshold level, or one or more lights may need replacing. Assuch, the vehicle may not be cleared to proceed along its planned routein an autonomous mode. In this case, the vehicle may be required to havetow truck take the vehicle to a service center. Or the vehicle may onlybe authorized to proceed along the route with a human driver. In thesesituations, the vehicle may need to wait at the weigh station while adriver or tow truck is dispatched to the location. If the repair isstraightforward (e.g., tire pressure or something minor), then the towservice or other roadside assistance service could handle it at theweigh station location. Or, alternatively, the inspection officer orother personnel at the weigh station may be granted permission toperform the repair. According to one aspect of the technology, a remoteassistance service may maintain a database of all reasons thatautonomous vehicles of a fleet have failed inspection. The system canthen make such reasons part of the pre-trip checklist for the vehicles.It may also involve other actions to improve current processes to reducethe likelihood of inspection failure.

The vehicle's on-board control system may communicate with remoteassistance, an inspection officer or the inspection station controlcenter, as well as with service personnel and human drivers orpassengers of the vehicle. One example of this is shown in FIGS. 8A and8B. In particular, FIGS. 8A and 8B are pictorial and functionaldiagrams, respectively, of an example arrangement 800 that includes aplurality of computing devices 802, 804, 806, 808 and a storage system810 connected via a network 812. System 800 also includes vehicles 814and 816, which may be configured the same as or similarly to vehicles100 and 150 of FIGS. 1A-B and 1C. Vehicle 814 and/or vehicles 816 may bepart of a fleet of vehicles. Although only a few vehicles and computingdevices are depicted for simplicity, a typical arrangement may includesignificantly more.

As shown in FIG. 8B, each of computing devices 802, 804, 806 and 808 mayinclude one or more processors, memory, data and instructions. Suchprocessors, memories, data and instructions may be configured similarlyto the ones described above with regard to FIG. 2A. The variouscomputing devices and vehicles may communication via one or morenetworks, such as network 812. The network 812, and intervening nodes,may include various configurations and protocols including short rangecommunication protocols such as Bluetooth™, Bluetooth LE, the Internet,World Wide Web, intranets, virtual private networks, wide area networks,local networks, private networks using communication protocolsproprietary to one or more companies, Ethernet, WiFi and HTTP, andvarious combinations of the foregoing. Such communication may befacilitated by any device capable of transmitting data to and from othercomputing devices, such as modems and wireless interfaces. Alternativelyor in addition, the vehicles may be able to communicate directly withany of devices 802, 804, 806 and/or 808.

In one example, computing device 802 may include one or more servercomputing devices having a plurality of computing devices, e.g., a loadbalanced server farm, that exchange information with different nodes ofa network for the purpose of receiving, processing and transmitting thedata to and from other computing devices. For instance, computing device802 may include one or more server computing devices that are capable ofcommunicating with the computing devices of vehicles 814 and/or 816, aswell as computing devices 804, 806 and 808 via the network 812. Forexample, vehicles 814 and/or 816 may be a part of a fleet of vehiclesthat can be dispatched by a server computing device to variouslocations. In this regard, the computing device 802 may function as adispatching server computing system which can be used to dispatchvehicles to different locations in order to pick up and deliver cargoand/or to pick up and drop off passengers. In addition, vehicles 814and/or 816 may also directly or indirectly with other fleet vehicles,service vehicles, and the like. In addition, server computing device 802may use network 812 to transmit and present information to a user of oneof the other computing devices or a passenger of a vehicle. In thisregard, computing devices 804, 806 and 808 may be considered clientcomputing devices.

As shown in FIG. 8A, computing devices 804, 806 and 808 may be computingdevices intended for use by respective users 818, and have all of thecomponents normally used in connection with a personal computing deviceincluding a one or more processors (e.g., a central processing unit(CPU)), memory (e.g., RAM and internal hard drives) storing data andinstructions, a display (e.g., a monitor having a screen, atouch-screen, a projector, a television, or other device such as a smartwatch display that is operable to display information), and user inputdevices (e.g., a mouse, keyboard, touchscreen or microphone). Thecomputing devices may also include a camera for recording video streams,speakers, a network interface device, and all of the components used forconnecting these elements to one another.

Although these computing devices may each comprise a full-sized personalcomputing device, they may alternatively comprise mobile computingdevices capable of wirelessly exchanging data with a server over anetwork such as the Internet. By way of example only, computing device808 may be mobile phones or devices such as a wireless-enabled PDA, atablet PC, a wearable computing device (e.g., a smartwatch), or anetbook that is capable of obtaining information via the Internet orother networks. Computing device 808 may be employed, e.g., by aninspection officer at the weigh station. Computing device 806 may be aweigh station control computer, which may be able to operate the weighstation in a semi or fully autonomous inspection mode.

In some examples, computing device 804 may be a remote assistanceworkstation used by an administrator or operator to communicate withvehicles 814 and/or 816. Although only a single remote assistanceworkstation 804 is shown in FIGS. 8A-8B, any number of such workstationsmay be included in a given system. Moreover, although workstation 804 isdepicted as a desktop-type computer, this device may include varioustypes of personal computing devices such as laptops, netbooks, tabletcomputers, etc.

Storage system 810 can be of any type of computerized storage capable ofstoring information accessible by the server computing devices 702, suchas a hard-drive, memory card, ROM, RAM, DVD, CD-ROM, flash drive and/ortape drive. In addition, storage system 710 may include a distributedstorage system where data is stored on a plurality of different storagedevices which may be physically located at the same or differentgeographic locations. Storage system 810 may be connected to thecomputing devices via the network 812 as shown in FIGS. 8A-8B, and/ormay be directly connected to or incorporated into any of the computingdevices.

Storage system 810 may store various types of information. For instance,the storage system 810 may also store autonomous vehicle controlsoftware which is to be used by vehicles, such as vehicles 814 or 816,to operate such vehicles in an autonomous driving mode. Alternatively oradditionally, storage system 810 may maintain various types ofinformation regarding the vehicles and their cargo, including bills oflading and other documentation, logs, etc. This information may beretrieved or otherwise accessed by a server computing device, such asone or more server computing devices 802, in order to perform some orall of the features described herein.

As discussed above, the self-driving vehicle may communicate with remoteassistance in order to interpret inspection officer commands or othersignals. For instance, should the vehicle be unable to determine what todo, it may send a query and/or data to remote assistance. The query mayinclude a request for support. The data may include raw and/or processedsensor data, vehicle log data and the like. For instance, it may includeone or more still images, video and/or an audio segment(s) associatedwith the inspection officer's command, body language, displayed signageetc.

In response, the remote assistance service can provide support to thevehicle, e.g., to interpret signals, cues or commands from theinspection officer. The storage system 810 may maintain a database ofinformation associated with a standardized set of signals (e.g., images,audio files, classified objects). This information can be used remotely,e.g., by remote assistance computer 804 or server 802 to performoffboard analysis by comparing the signal(s) against informationreceived from the perception system. Here, upon identification of theparticular signal, the remote assistance service or server may instructthe vehicle what action or operation to perform in response to theidentified signal.

In a situation where there are passengers, the vehicle or remoteassistance may communicate directly or indirectly with the passengers'client computing device. Here, for example, information may be providedto the passengers regarding the current situation, actions being takenor to be taken in response to the situation, etc.

FIG. 9 illustrates an example 900 of a method of operating a vehicle ina fully autonomous driving mode in view of the above. At block 902, oneor more processors of the vehicle receive sensor information from aperception system of the vehicle. At block 904, a determination is madethat a weigh station is open for inspection of the vehicle. At block906, the one or more processors cause a driving system of the vehicle todrive to the weigh station in the fully autonomous driving mode based atleast in part on the received sensor information. At block 908, the oneor more processors receive a request at the weigh station to do at leastone of (i) performing an operation to check a status of a vehiclecomponent, (ii) performing an operation to check a status of cargo,(iii) providing log data to check a status of the vehicle component,(iv) providing imagery to check a status of the cargo, or (v) providingdocumentation regarding at least one of the vehicle or the cargo. Atblock 910, in response to the received request, the one or moreprocessors either cause the vehicle to perform an action or to providerequested information. At block 912, the one or more processors receiveauthorization at the weigh station to depart the weigh station. And atblock 914, in response to the authorization, the one or more processorscause the driving system of the vehicle to depart the weigh station inthe fully autonomous driving mode.

FIG. 10 illustrates an example 1000 of a method of operating a weighstation in view of the above. At block 1002, a control system of theweigh station provides an inspection status of the weigh station. Atblock 1004, a cargo vehicle is received at a first location of the weighstation, in which the cargo vehicle operates in an autonomous drivingmode. At block 1006, the method includes causing issuance of a requestto the cargo vehicle, in which the request includes a command orinstruction to do at least one of (i) perform an operation to check astatus of a vehicle component, (ii) perform an operation to check astatus of cargo, (iii) provide log data to check a status of the vehiclecomponent, (iv) provide imagery to check a status of the cargo, or (v)provide documentation regarding at least one of the vehicle or thecargo. At block 1008, the control system receives information from thecargo vehicle in response to the request. At block 1010, the controlsystem determines that the cargo vehicle has passed inspection based onthe received information. And at block 1012, the method includes issuingan instruction to the cargo vehicle to depart the weigh station upondetermining that the cargo vehicle has passed inspection.

Unless otherwise stated, the foregoing alternative examples are notmutually exclusive, but may be implemented in various combinations toachieve unique advantages. As these and other variations andcombinations of the features discussed above can be utilized withoutdeparting from the subject matter defined by the claims, the foregoingdescription of the embodiments should be taken by way of illustrationrather than by way of limitation of the subject matter defined by theclaims. In addition, the provision of the examples described herein, aswell as clauses phrased as “such as,” “including” and the like, shouldnot be interpreted as limiting the subject matter of the claims to thespecific examples; rather, the examples are intended to illustrate onlyone of many possible embodiments. Further, the same reference numbers indifferent drawings can identify the same or similar elements. Theprocesses or other operations may be performed in a different order orsimultaneously, unless expressly indicated otherwise herein.

1. A method of operating a cargo vehicle in an autonomous driving mode,the method comprising: determining an operational status of whether aweigh station is open for vehicle inspections; adjusting, by one or moreprocessors of a control system of the vehicle based on upon thedetermined status of the weigh station, at least one of a planned route,speed or travel lane for a trip of the vehicle in the autonomous mode;causing, by the one or more processors, a driving system of the vehicleto drive to the weigh station in the autonomous driving mode inaccordance with the adjusting; receiving, by the one or more processors,a request from the weigh station; and in response to the receivedrequest, the one or more processors: causing the vehicle to perform anoperation, wherein the operation includes checking a status of a vehiclecomponent or checking a status of cargo; and providing informationassociated with the trip, the information including at least one of logdata about the vehicle component or documentation regarding the vehicleor the cargo.
 2. The method of claim 1, further comprising, upondetermining the operational status that the weigh station is open forvehicle inspection, the one or more processors scheduling a time forinspection of the vehicle.
 3. The method of claim 2, wherein schedulingthe time for inspection of the vehicle is performed by the one or moreprocessors based on a planned route of the vehicle, a traffic condition,a weather condition, or a schedule at the weigh station.
 4. The methodof claim 2, wherein scheduling the time for inspection of the vehicle bythe one or more processors is arranged via a direct communication withthe weigh station.
 5. The method of claim 2, wherein scheduling the timefor inspection of the vehicle by the one or more processors is arrangedvia a communication with a central management system associated with thevehicle.
 6. The method of claim 1, further comprising, upon receivingauthorization to depart the weigh station, the one or more processorscausing the driving system of the vehicle to depart the weigh station inthe autonomous driving mode.
 7. The method of claim 1, furthercomprising, prior to arrival at the weigh station, capturing imageryusing one or more sensors of a perception system of the vehicle, andproviding the imagery when checking the status of the cargo.
 8. Themethod of claim 1, wherein determining the operational status that theweigh station is open for vehicle inspection includes at least one of:receiving, by the one or more processors, a notification from a remoteassistance service; sending, by the one or more processors, a queryrequesting a status for one or more weigh stations along a planned routeof the vehicle; or receiving, by the one or more processors, acommunication from the weigh station that the weigh station is open. 9.The method of claim 1, wherein the documentation includes a bill oflading.
 10. The method of claim 1, wherein determining the operationalstatus of whether the weigh station is open for vehicle inspections ispart of a pre-trip checklist performed by the one or more processorsprior to initiating the trip in the autonomous mode.
 11. A method ofoperating a cargo vehicle in an autonomous driving mode, the methodcomprising: causing, by one or more processors of a control system ofthe vehicle in response to an indication that a weigh station is openfor instruction, a driving system of the vehicle to drive to the weighstation in the autonomous driving mode; receiving, by the one or moreprocessors, a request from the weigh station to do at least one of (i)performing an operation to check a status of a vehicle component, (ii)performing an operation to check a status of cargo, (iii) providing logdata to check a status of the vehicle component, (iv) providing imageryto check a status of the cargo, or (v) providing documentation regardingat least one of the vehicle or the cargo; interpreting, by the one ormore processors, the received request from the weigh station; and uponinterpreting the received request, the one or more processors either:causing the vehicle to perform the operation to check the status of thevehicle component, causing the vehicle to perform the operation to checkthe status of cargo, providing the log data to check the status of thevehicle component, providing the imagery to check the status of thecargo, or causing the documentation to be provided regarding at leastone of the vehicle or the cargo.
 12. The method of claim 11, whereinreceiving the request includes detecting a command at the weigh stationusing one or more sensors of a perception system of the vehicle.
 13. Themethod of claim 12, wherein detecting the command using the one or moresensors includes detecting information provided by an inspection officerat the weigh station.
 14. The method of claim 12, wherein detecting thecommand includes perceiving, by the one or more sensors: (i) at leastone hand signal by an inspection officer, (ii) one or more movements ofthe inspection officer, (iii) body language of the inspection officer,(iv) one or more verbal commands by the inspection officer, (v) signage,or (vi) information received from a computing device at the weighstation.
 15. The method of claim 12, further comprising the vehiclerequesting clarification of the request.
 16. The method of claim 15,wherein requesting clarification includes the vehicle emitting eithervisual or audible information that requests repetition of the request.17. The method of claim 11, wherein providing the log data or providingthe imagery includes establishing a wireless communication link with adevice at the weigh station.
 18. The method of claim 11, whereinproviding the log data or providing the imagery includes transmittingthe log data or the imagery via a hardwired connection to acommunication device at the weigh station.
 19. The method of claim 11,further comprising, upon not satisfying all checks at the weigh station,either: adjusting, by the one or more processors, a trip plan of thevehicle; adjusting a driving mode of the vehicle from the autonomousdriving mode to a different mode; or communicating with a supportentity, by the one or more processors, to request assistance.
 20. Themethod of claim 19, wherein communicating with the support entityfurther includes notifying a passenger of the vehicle about a currentstatus of the vehicle.